Question: How do you propose to address the increasing traffic congestion due to growth? TriTAG's view: The Region's population is projected to increase by 200,000 people, and the Places to Grow initiative mandates that much of it takes the form of infill development. Continued growth will increase traffic. Instead of widening roads in the urban cores, we support transit in its own right-of-way (such as bus-only lanes on arterial roads and the proposed light rail system) as alternatives to congestion. Transportation demand management (TDM) strategies and shifts in land use can also reduce the economic impact of traffic congestion. Further reading: What does transit do about traffic congestion? | Robert Milligan:
Through my 2000+ hours of research and IDEAS generation, I have concluded that the present LRT system design is too costly, won't intensify well, and will do little | Ken Seiling:
With a population growth projected to be around 200,000 more people inthe next 20 years, the Region must address how it will handle this growth. It has adopted a new Regional Official Plan based on its growth management strategy.The Region has also adopted a new Transportation Master Plan which promotes a balanced approach of rapid transit, improved transit, road improvements, inter-city rail service, and TDM strategies. I obviously have voted to support this approach and I will continue to work for it. |
Question: Do you support the light rail transit system for managing the Region's growth over the next decades? TriTAG's view: Light rail is expensive, but in the context of continued growth there are also serious costs associated with building no new transportation infrastructure or insufficient infrastructure. | Robert Milligan:
Yes but only if a much more cost-effective LRT system design is created. | Ken Seiling:
I am firmly convinced that LRT is the best option for the future as has been shown in all of the studies to date and as has been experienced in many other North American cities. If we can afford to forge ahead, it would be far better to invest in a system that will produce the levels of investment and intensification required in our plans, attract the largest number of riders, operate consistently regardless of automobile traffic, and not have to be replaced in 15 years or so as would be the case with a BRT. |
Question: How would you improve inter-city transportation? In particular, would you push for joint routes between Guelph Transit and GRT? TriTAG's view: We are concerned with plans to build a limited-access highway between Kitchener and Guelph when there is no public transit connection. Guelph Transit has indicated a willingness to work with GRT to link our transit systems, and we would like to see links from Guelph to Kitchener and Cambridge as soon as possible. We hope our future regional government will continue to work with other levels of government to bring improved rail transit with Guelph and the GTA to our region. | Robert Milligan:
Yes. In fact I met with Guelph Council 2 years ago about their possible interconnections with WR -- both bus & rail. | Ken Seiling:
The new GO servivce will provide added opportiunities bettween Guelph and the Region as will expanded VIA service which we also hope will materialize with the improvements to the north Mainline. I would be open to discussing the issue with Guelph however if there is a competing need for dollars, our own system plus any sharing we have to do for the expanded GO service would be top priority. |
Question: Do you think transit should primarily serve those who cannot use other means of transportation, or do you think it should primarily serve those who have a choice? TriTAG's view: Some people see transit primarily as a social service or safety net. We see transit as a service that should be made useful for everyone, that can slow the growth of traffic congestion and shape a more sustainable urban form. | Robert Milligan:
I should serve both with fair subsidies for the needy and a much more cost-effective LRT system design to serve all well. This solution implies minimal transit times andsufficient length to attract the middle class out of their road-jamming cars. | Ken Seiling:
A functional and attractive transit system serves everyone. With urban intensification and the distribution of employment along the major corridors, I believe that it will become even more attractive to a wider range of people, especially as improvements are made to the balance of the system. |
Question: Will you support the construction of segregated bicycle infrastructure on wide urban roads and cycling infrastructure at intersections? TriTAG's view: Other progressive cities, such as Montreal, Vancouver, and Portland, are building physically separated cycling facilities on arterial roads. These cycle tracks improve safety and promote cycling. Further reading: Streetfilms: The Case for Physically Separated Bike Lanes | Robert Milligan:
Most certainly. But further, I am doing research on how to best interconnect trail segments so that we can have long-distance Tri-city commuting+ bicycle (& walking) trails. My preference is to maximize the separation between bikes and cars. | Ken Seiling:
Although there is a case that can be made for physically separated bike lanes, I would need to be convinced that they are affordable and workable given the nature of many of our roads. We certainly can do more with bike lanes but I am not sure separate lanes are the way to go at this time. |
Question: Will you support a regional bike-sharing system, such as the one Montreal has? TriTAG's view: Montreal's BIXI bike-sharing system has spread to cities around the world, including London, Minneapolis, Melbourne, and soon, Boston and Toronto. It is also used on the Research in Motion campus. We would like to see the Region of Waterloo taking the initiative to bring the program here. Further reading: BIXI | Robert Milligan:
Yes. Great IDEA. I'll be in Montreal for 2 days next and will check out their system. | Ken Seiling:
I do not have enough information to make such a commitment at this time. there is increasing competition for funds and we simply cannot fund every project. I would certainly be interested in working with groups to examine the project to see if it were viable and sustainable. |
Question: Many arterial and major roads are missing sidewalks, which are currently only added to streets during major reconstruction projects. Will you accelerate the construction of missing sidewalks? TriTAG's view: In 2006, regional staff estimated that 133 kilometres of necessary sidewalks were missing from regional roads. Their estimate was that those missing sidewalks on arterial roads could be built for $15.4 million, or less than half of 2010's budget for road widening and new roads. To meet basic standards of safety and walkability, we believe that sidewalk construction must be made a priority. Further reading: Report E-06-049, Sidewalks on Regional Roads | Robert Milligan:
I agree but the rate of realization would vary with the economy. Also, I would prefer if it were of a trail-like width to accommodate bicycles. | Ken Seiling:
Sidewalks are the repsonsibility of the area municipalities but a few years ago, the Reigon agreed to take over the construction of sidewalks along Regional roads. It was Council's intention to fill in the gaps when construction took place or when funds were available. It does not have the funds to go in and retrofit all roads in one fell swoop but will do it over a period of years. |
Question: Do you believe that municipal staff should be provided with free parking, but no subsidy for other modes of transportation? TriTAG's view: The cost of providing parking for staff is typically bundled in their salaries, making it appear to be free. Financial incentives such as parking cash-out could return that subsidy to staff who choose to use other modes of transportation, while satisfying contractual obligations. Further reading: TDM Encyclopedia article on "commuter financial incentives" | Robert Milligan:
Money bundled into salaries for parking should be made available as an incentive to not use a car or car pool. Specifics would have to be designed. | Ken Seiling:
Regional staff are currently reviewing the various options for worker transportation and I look forward to the suggestions they will bring forward. |
Question: How do you propose to address the increasing traffic congestion due to growth? TriTAG's view: The Region's population is projected to increase by 200,000 people, and the Places to Grow initiative mandates that much of it takes the form of infill development. Continued growth will increase traffic. Instead of widening roads in the urban cores, we support transit in its own right-of-way (such as bus-only lanes on arterial roads and the proposed light rail system) as alternatives to congestion. Transportation demand management (TDM) strategies and shifts in land use can also reduce the economic impact of traffic congestion. Further reading: What does transit do about traffic congestion? | Jack Hone:
No response. | Jane Mitchell:
We need more transit, more often, everywhere. The new Regional Transportatin Master Plan supports this. I have found going door to door that a lot of people do not support the LRT because they do not have much transit in their suburb. Whether BRT or LRT, we need a rapid transit system. A dedicated right of way for this system down the spine of Waterloo Region is at least a half hour faster than the Ixpress and as congestion increases, it will be the better alternative. There will be more Ixpress both east and west and north and south starting in 2011. The Regional Official Plan encourages intensification and walkable, cycling development. We also need GO trains and more VIA to Toronto and beyond, not to mention frieght trains. We should also create HOV lanes on the expressway, 7/8 and 401. Bridges need to be pedestrian and cyclist friendly. We need more ways for pedestrians to cross the expressway. | Sean Strickland:
Traffic continues to be a problem for Waterloo residents and in particular access to the 401. Ira Needles is a good example of improved road ways for the west side. The new roundabout at Bridge port on the East Side has reduced traffic jams. More needs to be done including a new Hwy 7 and a new interchange with the 401 on the west side.Long term I also believe in the viability of LRT and regular services with GO into Toronto. LRT does however have to be affordable. The recent adoption of the RTMP (regional Transportation Master Plan) strikes a good balance between investments in new roads AND transit. Round a bouts where warranted alos improve traffic flow. more multi modal roads and trails are also desirable. |
Question: Do you support the light rail transit system for managing the Region's growth over the next decades? TriTAG's view: Light rail is expensive, but in the context of continued growth there are also serious costs associated with building no new transportation infrastructure or insufficient infrastructure. | Jack Hone:
No response. | Jane Mitchell:
As I go door to door, unfortunately I am getting very strong resistance to the LRT and particularly to increasing property taxes for the 265 million regional share.I do not support increasing property taxes to support the current LRT proposal. I must listen to all my constituents, therefore I see two thrusts to the Rapid Transit discussion after the election. 1 A staff report on LRT showing various ways we might build Light Rail Transit without raising property taxes. 2. Put the Bus Rapid Transit project back on the table. | Sean Strickland:
I support the LRT as long as it remains affordable. Preliminary plans have to be adjusted due to less money from federal and provincial governments than expected. Long term I envision a community where I can get on the LRT in North Waterloo, connect with a GO train in downtown Kitchener and arrive in Toronto within 1.5 hours. This system will get cars off of local roads, and the 401, improve the environment, improve worker productivity and improve the overall quality of life for many of the region's citizens. LRT as compared to buses will encourage more multi-residential and high rise developments in our cores and protect our countryside. |
Question: How would you improve inter-city transportation? In particular, would you push for joint routes between Guelph Transit and GRT? TriTAG's view: We are concerned with plans to build a limited-access highway between Kitchener and Guelph when there is no public transit connection. Guelph Transit has indicated a willingness to work with GRT to link our transit systems, and we would like to see links from Guelph to Kitchener and Cambridge as soon as possible. We hope our future regional government will continue to work with other levels of government to bring improved rail transit with Guelph and the GTA to our region. | Jack Hone:
No response. | Jane Mitchell:
Inter-city transit is an interesting proposition. Now the Region seems to be talking to Guelph generally after a long drought, I see no reason why we can't talk about this idea.We also need an improved VIA schedule throughout the day to Toronto as that route goes from Kitchener to Guelph in good time. | Sean Strickland:
Yes. We also need a new hwy 7 and regular GO service into Toronto. I also support a high speed rail sevice along the Montreal to Windsor corridor. |
Question: Do you think transit should primarily serve those who cannot use other means of transportation, or do you think it should primarily serve those who have a choice? TriTAG's view: Some people see transit primarily as a social service or safety net. We see transit as a service that should be made useful for everyone, that can slow the growth of traffic congestion and shape a more sustainable urban form. | Jack Hone:
No response. | Jane Mitchell:
Transit IS for everyone. If we keep increasing roads, we will end up with eight to ten lanes on roads like Fischer-Hallman and Ottawa. It is not sustainable.We also have a serious air quality problem that will only get worse. | Sean Strickland:
Transit should be everyone and everyone should be encouraged to use transit. the challenge is providing a transit service that is convenient and affordable for all users. |
Question: Will you support the construction of segregated bicycle infrastructure on wide urban roads and cycling infrastructure at intersections? TriTAG's view: Other progressive cities, such as Montreal, Vancouver, and Portland, are building physically separated cycling facilities on arterial roads. These cycle tracks improve safety and promote cycling. Further reading: Streetfilms: The Case for Physically Separated Bike Lanes | Jack Hone:
No response. | Jane Mitchell:
I am the Regional representative on the Regional Cyclig Advisory Committee.Coincidentally, we were just discussing this issue at the last meeting. Our TDM asked what we thought of bike lanes that are on boulevards, at curb height above the road grade.Sounded good. The Region is building a multi-use trail along Franklin as it is redone, instead of cycling lanes. Moving this way will also reduce the problem of people riding on the sidewalk. | Sean Strickland:
we have come along way in the last 20 years in recognizing cycling as an alternative mode of transportation and in many cases more desirable than cars. The inclusion of on grade cycling lanes is a good first step. we need to work towards a system where cycling lanes are grade seperated. As a member of the project design team for the Fairway road Extension and new Grand River Bridge i advocated strongly for a grade seperated cycling lane across the bridge and was successful. |
Question: Will you support a regional bike-sharing system, such as the one Montreal has? TriTAG's view: Montreal's BIXI bike-sharing system has spread to cities around the world, including London, Minneapolis, Melbourne, and soon, Boston and Toronto. It is also used on the Research in Motion campus. We would like to see the Region of Waterloo taking the initiative to bring the program here. Further reading: BIXI | Jack Hone:
No response. | Jane Mitchell:
Absolutely. I will advocate for such a system. It has been discussed by the cycling committee and definitely needs a pilot project. | Sean Strickland:
see answer above. I need more information on this. Bike sharing systems have merit as long as the use is there. |
Question: Many arterial and major roads are missing sidewalks, which are currently only added to streets during major reconstruction projects. Will you accelerate the construction of missing sidewalks? TriTAG's view: In 2006, regional staff estimated that 133 kilometres of necessary sidewalks were missing from regional roads. Their estimate was that those missing sidewalks on arterial roads could be built for $15.4 million, or less than half of 2010's budget for road widening and new roads. To meet basic standards of safety and walkability, we believe that sidewalk construction must be made a priority. Further reading: Report E-06-049, Sidewalks on Regional Roads | Jack Hone:
No response. | Jane Mitchell:
Yes. The Transportation Master Plan supports more emphasis on pedestrians and walking.It is important to remember that the Region has only just taken over the building of sidewalks during the last few years. This program is where cycling lanes were 10 years ago. BUT we must also work at changing our cities. Cycling committee was looking at an innovative idea of having a pedestrain and bike "roundabout" within the new roundabout at Ottawa St. as in Holland. I pointed out that while a good idea, the area could be dangerous and perhaps not attract as many people. The area at Ottawa and Westmount is an urban desert with a car lot and the WRDSB parking lot and empty land owned by MTO. We need to intensify as well and have destinations for cycling an walking. | Sean Strickland:
Many arterial regional roads are not adjacent to property owners and or multi use trades. I am not in favour of building sidewalks along roads where the sidewalks will not be used and are not warranted. as a genral principle i beleive it makes sense to build sidewalks when roads are being built especially in the urban areas. |
Question: Do you believe that municipal staff should be provided with free parking, but no subsidy for other modes of transportation? TriTAG's view: The cost of providing parking for staff is typically bundled in their salaries, making it appear to be free. Financial incentives such as parking cash-out could return that subsidy to staff who choose to use other modes of transportation, while satisfying contractual obligations. Further reading: TDM Encyclopedia article on "commuter financial incentives" | Jack Hone:
No response. | Jane Mitchell:
The Region already supplies staff with corporate bus passes.For cycling, there are bike racks and showers. Parking is coming up soon at the Region as a report. I support staff paying for parking but it is a complicated idea. What about shopping malls, public schools and other free parking areas that can stop people going downtown? | Sean Strickland:
No. this policy is currently under review at the region and i support this review. |
Question: How do you propose to address the increasing traffic congestion due to growth? TriTAG's view: The Region's population is projected to increase by 200,000 people, and the Places to Grow initiative mandates that much of it takes the form of infill development. Continued growth will increase traffic. Instead of widening roads in the urban cores, we support transit in its own right-of-way (such as bus-only lanes on arterial roads and the proposed light rail system) as alternatives to congestion. Transportation demand management (TDM) strategies and shifts in land use can also reduce the economic impact of traffic congestion. Further reading: What does transit do about traffic congestion? | Jan d'Ailly:
There will have to be an increased dependence on public transportation and other forms of active transportation modes as the city and region continues to grow. In the City of Waterloo, growth is being directed to higher density developments in the nodes and corridors of the city. This will help make the public transportation more effective. The transportation master plan must include all forms of transportation, with a recognition that as density grows, there will be less dependence on the car. The city must play an active role to encouraging this shift to happen. As part of the official plan, all vehicular and active transportation modes need to be given equal weight, and must include TDM measures. | Brenda Halloran:
As Mayor of Waterloo, I participate in many strategic planning sessions regarding the densification of our city and the increasing requirements for transit to accommodate the projected increase in population and shift in demographics in each neighbourhood. The city needs to work towards an affordable transit solution partnering with regional, provincial and federal governments. The solution will require a harmonized approach that balances transit technology, cost, funding sources and city planning. An improved transit solution is required involving options such as bus only lanes and HOV lanes – people need to be educated and encouraged to look at car pooling and how they can help reduce congestion by reducing automobile use. There are many factors to consider and a comprehensive approach needs to continue to be developed. | Franklin Ramsoomair:
It is important to recognize that there are multiple causes the result in congestion on the streets, and highways of the City. No one solution will resolve the issue entirely. It is important to enlist the aid of experienced traffic engineers and those with viable ideas to provide qualified recommendations to the counsel on proper steps and course of action. I will invite the best and brightest to provide recommendations to Council. I will also examine the feasibility of the following. • Staggered work hours: Allow employees to work staggered hours so that we could redefine “rush hour.” • Improve traffic reporting: Information from a GPS-based system can improve traffic reporting, help route traffic, assist town planning and prepare the way for assistive driving technologies. This more streamlined approach has financial benefits as well: The data-gathering operation is practically free because it requires no infrastructure. Information from the cell phones and satellite navigation devices of road users flows directly to the monitoring setup. Use of media while on the road, like 570 News, would be of great assistance. • Vehicles involved in minor accidents should be dealt with on the spot by patrol police or could be moved away by the drivers from the spot which will be then attended by police. | Dale Ross:
No response. |
Question: Do you support the light rail transit system for managing the Region's growth over the next decades? TriTAG's view: Light rail is expensive, but in the context of continued growth there are also serious costs associated with building no new transportation infrastructure or insufficient infrastructure. | Jan d'Ailly:
As the city grows, there will have to be some sort of Rapid Transit system. A rail based system provides many benefits as it promotes higher density development along the major nodes and corridors of the city. Any system needs to be fully integrated into a city wide system, and the timing and costs of the roll-out needs to be fully understood. The cost of No Action needs to be fully understood. | Brenda Halloran:
Since provincial funding for the LRT has come in much lower than requested, proceeding with the LRT could raise local taxes substantially. I am not in favour of raising taxes for the provincial funding shortfall. I am in favour of reviewing the entire transit system and explore all options including rapid buses and other new technology in an improved transit plan.I think it is important to develop a comprehensive growth strategy that includes a transit strategy. A light rail transit system is an option that deserves consideration however current funding will not support immediate implementation. As Mayor of Waterloo, I will work with regional, provincial and federal alliances to look at additional funding opportunities. | Franklin Ramsoomair:
Light rail transit is excellent for a highly urbanized City.In Waterloo, we have a lifestyle that integrates a well developed sense of community. LRT has the potential to alienate social interaction, given its impersonal undercurrent. Additionally, the current state of our City's finances is not sustainable, unless we want to pass them on to our children. Taxes have increased during the term of the current administration by over 12% while inflation has gone up by approximately 6% over the corresponding period. Our City debt is 45% of the Capital budget and the maximum we are allowed to carry is 50%. We are edging close to the precipice of financial crisis. We need to have a buffer. LRT should begin to be considered only after we have stabilized debt to an amount that is reasonable. As a time saving measure, an LRT would not be superior to environmentally friendly buses. We need to ask ourselves: • Would families want to be paying $1600 more per annum in associated taxes for an unspecified amount of time? • While an LRT is attractive to look at and could serve well in terms of bragging rights, the cons outweigh the pros. • Studies in other countries, such as Australia show that there are problems associated with LRT's. These include: • -Higher capital costs • -Generally lower proportion of seats to standees • -Inflexibility of route e.g. in case of breakdown • -Disruption to traffic during construction • -Permanent inconvenience to motorists where lanes are lost or they are required to stop behind passengers getting on and off. • -Cost of construction means that interchanges will be necessary on some routes or outer ends of routes • -Greater capacity of vehicles may mean reduced frequency compared to buses • -If coal-fired electricity is used, greenhouse emissions per passenger-km may be higher than buses • -Will lead to neglect of bus routes in areas away from LRT • My list of advantages indicated that the cons outweighed the pros. • In order to maintain a lifestyle, as well as reasonable taxation, we should be focusing on more environmentally friendly buses and safer, faster bus routes. LRT speaks to our quality of life in Waterloo. This cannot be compromised and we need to work hard to ensure the stability and sustainability of our economic base so that Waterloo remains the best community to live and raise a family. | Dale Ross:
No response. |
Question: How would you improve inter-city transportation? In particular, would you push for joint routes between Guelph Transit and GRT? TriTAG's view: We are concerned with plans to build a limited-access highway between Kitchener and Guelph when there is no public transit connection. Guelph Transit has indicated a willingness to work with GRT to link our transit systems, and we would like to see links from Guelph to Kitchener and Cambridge as soon as possible. We hope our future regional government will continue to work with other levels of government to bring improved rail transit with Guelph and the GTA to our region. | Jan d'Ailly:
Working with other levels of government and our neighbouring municipalities is critical to make any significant progress in increased public transport with our neighbours. A longer term strategy needs to be developed for increased public transportation with our neighbours and the GTA.Without looking at the bigger picture, it is very difficult to assess the priorities for the major public transit capital investments. For example, would the money currently being allocated to the LRT be better spent on a GO service between Waterloo Region, the Pearson airport and Toronto? | Brenda Halloran:
The City of Waterloo plays an active role on regional council as we create strategic transit plans for the City of Waterloo, and Region of Waterloo with improved bus / train options. An integrated strategic plan will ensure Waterloo considers transit options including neighbouring communities like Guelph and major economic trading centres like Toronto. We have been waiting for many years to see Go Trains to our Region – we must work together and continue to push forward with the provincial government in getting Go Train service to Waterloo Region.I am always supportive of engaging in discussions with neighbouring communities in an attempt to improve or provide new services to residents. | Franklin Ramsoomair:
More efficient transit should be the goal of an enlightened society. The methodology of achieving this goal is the sticky question. We have to restrain ourselves from rushing into decisions based on projected statistics, and examine the preservation of the community oriented lifestyle for which we continue to strive.We need to enter collaborative discussions and seek the input of residents when determining the improvement of inter-city transportation | Dale Ross:
No response. |
Question: Do you think transit should primarily serve those who cannot use other means of transportation, or do you think it should primarily serve those who have a choice? TriTAG's view: Some people see transit primarily as a social service or safety net. We see transit as a service that should be made useful for everyone, that can slow the growth of traffic congestion and shape a more sustainable urban form. | Jan d'Ailly:
A public transit system needs to developed with the viewpoint that it becomes the preferred method of transit for everyone. | Brenda Halloran:
Waterloo is now actively planning for a future that is transitioning to a more densely populated city core. I believe our transit strategy should provide every citizen of Waterloo with a choice and a means of transportation. It should be designed to help those without means of transportation as well as those who want to take public transit and provide an affordable, effective and efficient transit choice for a greener environment. People want to have transportation options – whether it is transit, bicycling, walking – we need to have an integrated plan that offers all these options. | Franklin Ramsoomair:
Transit should serve both groups to which you refer.If we were to target transit toward a specific group, then we would be placing others at a disadvantage. Sound planning is democratic and needs to take into account all of our citizens and just not specific groups. | Dale Ross:
No response. |
Question: Will you support the construction of segregated bicycle infrastructure on wide urban roads and cycling infrastructure at intersections? TriTAG's view: Other progressive cities, such as Montreal, Vancouver, and Portland, are building physically separated cycling facilities on arterial roads. These cycle tracks improve safety and promote cycling. Further reading: Streetfilms: The Case for Physically Separated Bike Lanes | Jan d'Ailly:
In my Leadership for Waterloo Policy Platform, (download at www.dailly.ca ), I have proposed the Innovation Trail. This is primarily an off-road active transportation trail which links the major elements of the city. It would extend from the R&T Park, past the universities, through Waterloo Park into the Uptown, and thenalong Laurel Creek and back up North towards Conestoga Mall. This trail would be the catalyst to integrate the existing trails network into an active transportation network. | Brenda Halloran:
During my term as Mayor of Waterloo, we have installed cycling facilities as we invest in new roads throughout the city. I generally support the concept of segregated cycling infrastructure, however, the construction of segregated cycling infrastructure on existing roadway right-of-ways can be a very expensive venture. These segregated facilities can require extensive property acquisitions and utility relocations. As we plan for new roads and infrastructure, the City of Waterloo will continue to expand the network of on road cycling facilities and separate bike paths where feasible. During my current term as Mayor of Waterloo, we have included plans for a future bike parking lot in Uptown Waterloo. The City of Waterloo is currently working on a Bike Friendly City designation – we are planning on being one of the first cities in Canada to achieve this recognition. | Franklin Ramsoomair:
I would unconditionally support any cost effective measures which provide greater and safer amenities for cyclists. This would include segregated bicycle infrastructure on wide urban roads and cycling infrastructure at intersections.• We also always have to keep in mind the benefits of the bicycle. • These would include: • On-going use of a bicycle has virtually NO carbon footprint. • Bicycles increase mobility for those who don't have access to motor transport. • Bikes increase mobility for those who don't qualify to drive a car. • Bicycles increase mobility for those who can't afford motor transport. • Bikes increase mobility for those who don't want to drive motor vehicles. • Bicycling can be faster than walking, transit or motor vehicles. • Bicycling is the most energy efficient form of transportation ever invented. • We get healthy exercise from bicycling. • Save travel money by biking. If the switch is from a car this includes purchase price, gas, tires, fluids, insurance, maintenance, washing, parking, etc. • Reduce stress by bicycling | Dale Ross:
No response. |
Question: Will you support a regional bike-sharing system, such as the one Montreal has? TriTAG's view: Montreal's BIXI bike-sharing system has spread to cities around the world, including London, Minneapolis, Melbourne, and soon, Boston and Toronto. It is also used on the Research in Motion campus. We would like to see the Region of Waterloo taking the initiative to bring the program here. Further reading: BIXI | Jan d'Ailly:
Yes, | Brenda Halloran:
Yes, as Mayor of Waterloo, I am very supportive and eager to further explore the concept of a bike sharing system and ready to look at an integrated plan that incorporates this strategy into an overall active transportation plan. A bike sharing system will be considered as we expand our network of multi-use trails (bike paths) and cycling lanes. There is much to be learned from other cities and industry that adopt bike sharing programs. | Franklin Ramsoomair:
Yes, I would. | Dale Ross:
No response. |
Question: Many arterial and major roads are missing sidewalks, which are currently only added to streets during major reconstruction projects. Will you accelerate the construction of missing sidewalks? TriTAG's view: In 2006, regional staff estimated that 133 kilometres of necessary sidewalks were missing from regional roads. Their estimate was that those missing sidewalks on arterial roads could be built for $15.4 million, or less than half of 2010's budget for road widening and new roads. To meet basic standards of safety and walkability, we believe that sidewalk construction must be made a priority. Further reading: Report E-06-049, Sidewalks on Regional Roads | Jan d'Ailly:
The completion of sidewalks needs to be integrated into a more comprehensive transportation master plan with includes active transportation modes as viable mode of transit. A shift in spending priorities needs to be made between building/reconstructing roads and trials/sidewalks. | Brenda Halloran:
As Mayor of Waterloo, I have taken the position of ensuring sidewalks are provided as we improve roads and maintain necessary infrastructure. The city has a complex system of infrastructure needs where construction and budgets must be considered as we expand and make improvements to the series of sidewalks that exist, need repair and new installations. I support establishing a responsible budget to address the sidewalk needs in our community. | Franklin Ramsoomair:
I would have a methodical plan that conforms to a planned and sensible budget in this regard. | Dale Ross:
No response. |
Question: Do you support the city clearing snow from all sidewalks, bike lanes, and multi-use trails as it does for roads? TriTAG's view: Local bylaws specify that property owners must clear snow from adjacent sidewalks, but compliance is inconsistent. Icy sidewalks present a safety hazard, discourage walking, are inaccessible, and expose the city to significant liability damages (over $1.5 million since 2000). Other municipalities in Ontario, such as London, Guelph, and Peterborough handle snow removal. Further reading: Five good reasons for cities to plow public sidewalks | Jan d'Ailly:
Yes, city snow clearing needs to be considered. Another driver is the Ontario Disabilities Act.However, there is a cost. | Brenda Halloran:
The City of Waterloo asks the citizens of Waterloo to do their part in clearing snow from their sidewalks in a timely fashion. Most of the residents take their responsibility for removing snow seriously. Bylaw enforcement has improved during my term in office and we expect this to be less of an issue as we work with the community to keep the sidewalks safe for all users. I do not believe the taxpayers of the City of Waterloo would support tax dollars being spent in this regard, therefore the City of Waterloo is not in a position to spend additional tax dollars clearing sidewalks of snow. | Franklin Ramsoomair:
Montreal takes by far the most proactive role in sidewalk snow removal. Working street-by-street, the City declares temporary no parking zones, uses mini bulldozers to clear the sidewalks and push the snow into the street, then uses powerful snow-blowers to move the snow into dump trucks and hauls it to dumping sites. I would therefore try to emulate the Montreal plan. | Dale Ross:
No response. |
Question: Do you believe that developers should be required to provide more parking than they want to? TriTAG's view: Local zoning bylaws mandate that developers provide a certain number of parking spots, whether or not they need or want to provide them. This excessive supply of parking reduces its value (but not its true cost), providing an economic incentive to drive. Further reading: The Trouble with Minimum Parking Requirements | Jan d'Ailly:
There is good planning rationale for minimum parking standards, but the minimum standard needs to be in keeping with the location of the development and the current and planned transportation infrastructure. | Brenda Halloran:
The planning process of building a vibrant economy, includes an integrated approach to transportation and parking. As the community shifts towards a more densely populated core and the demographics change over time, a standard zoning bylaw may not always be in sync with the parking demands of each developer and the needs of the community. As public transit systems advance, the city will need to work with developers and offer alternative solutions to parking that addresses all needs. | Franklin Ramsoomair:
We are in the age of predictive technology.Developers have, or should have the means of predicting the spaces needed in relation to the size of a structure and the number of people who would use it on a daily basis. | Dale Ross:
No response. |
Question: Do you believe that municipal staff should be provided with free parking, but no subsidy for other modes of transportation? TriTAG's view: The cost of providing parking for staff is typically bundled in their salaries, making it appear to be free. Financial incentives such as parking cash-out could return that subsidy to staff who choose to use other modes of transportation, while satisfying contractual obligations. Further reading: TDM Encyclopedia article on "commuter financial incentives" | Jan d'Ailly:
Providing parking is part of a total compensation package, and should be viewed as such. I agree with the approach outlined in the "why we are asking" section of the question. | Brenda Halloran:
The City of Waterloo, along with the City of Kitchener and the Region, has recently been audited by the Canada Revenue Agency in regards to the provision of parking to employees. We are now treating parking as a taxable benefit for our employees so parking is no longer free. City employees pay tax on parking. Various incentives as stated, would be an option that could be discussed with the staff association and union groups representing the employees. | Franklin Ramsoomair:
I would engage the employees in discussion first.It is very difficult to remove something that has been built into benefits and the body that first decided this should have anticipated and problems with this specific issue. | Dale Ross:
No response. |
Question: Do you believe land adjacent to arterial roads should be zoned to allow and encourage transit-oriented development with a variety of uses and a lively street level? TriTAG's view: The built form along most arterials is currently predominantly single-use and car-oriented, with parking separating the buildings and the street. In part through adopting mixed-use zoning, as Kitchener is doing in several corridors, these streets could be made attractive for people and could encourage modes of transportation other than the car. Further reading: City of Kitchener: Mixed-Use Corridors | Jan d'Ailly:
The City of Waterloo has adopted a nodes and corridors approach to planning. I fully accept the concept of Complete Streets, and mixed use developments in the nodes and corridors. In particular, I would like to see University Avenue between Weber and Seagram Drive become a "university avenue", pulling the two universities into an active and vibrant street, full of shops and restaurants, with residences in the upper levels. | Brenda Halloran:
Yes. As Mayor of Waterloo, I think it is important to make the best use of all lands adjacent to arterial roads. I encourage planners at the City of Waterloo and the Regional Municipality of Waterloo to continue to work cooperatively in the review of appropriate standards used to zone lands to create transit oriented development. | Franklin Ramsoomair:
The majority of communities which have fallen under the purview of sensible planning have developed as mixed-use environments where neighbourhoods contained structures with a diversity of uses and individuals walking around was the primary mode of transportation. More efficient, and less costly means of transportation, like buses have now let us expand the structures we need to interact with to include further distances, but just because we can do something doesn't necessarily mean we should. Mixed-use zoning, where housing, commercial, recreational, and office spaces are located within walking distances can naturally ameliorate many of the factors problematic to residents of Waterloo. | Dale Ross:
No response. |
Question: How do you propose to address the increasing traffic congestion due to growth? TriTAG's view: The Region's population is projected to increase by 200,000 people, and the Places to Grow initiative mandates that much of it takes the form of infill development. Continued growth will increase traffic. Instead of widening roads in the urban cores, we support transit in its own right-of-way (such as bus-only lanes on arterial roads and the proposed light rail system) as alternatives to congestion. Transportation demand management (TDM) strategies and shifts in land use can also reduce the economic impact of traffic congestion. Further reading: What does transit do about traffic congestion? | Mike Gagnon:
more exits,interchange at 401 to and from our city. | Angela Vieth:
No response. |
Question: Will you support the construction of segregated bicycle infrastructure on wide urban roads and cycling infrastructure at intersections? TriTAG's view: Other progressive cities, such as Montreal, Vancouver, and Portland, are building physically separated cycling facilities on arterial roads. These cycle tracks improve safety and promote cycling. Further reading: Streetfilms: The Case for Physically Separated Bike Lanes | Mike Gagnon:
yes most definitely. | Angela Vieth:
No response. |
Question: Do you support the city clearing snow from all sidewalks, bike lanes, and multi-use trails as it does for roads? TriTAG's view: Local bylaws specify that property owners must clear snow from adjacent sidewalks, but compliance is inconsistent. Icy sidewalks present a safety hazard, discourage walking, are inaccessible, and expose the city to significant liability damages (over $1.5 million since 2000). Other municipalities in Ontario, such as London, Guelph, and Peterborough handle snow removal. Further reading: Five good reasons for cities to plow public sidewalks | Mike Gagnon:
yes but roads first. | Angela Vieth:
No response. |
Question: Do you believe that developers should be required to provide more parking than they want to? TriTAG's view: Local zoning bylaws mandate that developers provide a certain number of parking spots, whether or not they need or want to provide them. This excessive supply of parking reduces its value (but not its true cost), providing an economic incentive to drive. Further reading: The Trouble with Minimum Parking Requirements | Mike Gagnon:
yes. | Angela Vieth:
No response. |
Question: Do you believe that municipal staff should be provided with free parking, but no subsidy for other modes of transportation? TriTAG's view: The cost of providing parking for staff is typically bundled in their salaries, making it appear to be free. Financial incentives such as parking cash-out could return that subsidy to staff who choose to use other modes of transportation, while satisfying contractual obligations. Further reading: TDM Encyclopedia article on "commuter financial incentives" | Mike Gagnon:
yes. | Angela Vieth:
No response. |
Question: Do you believe land adjacent to arterial roads should be zoned to allow and encourage transit-oriented development with a variety of uses and a lively street level? TriTAG's view: The built form along most arterials is currently predominantly single-use and car-oriented, with parking separating the buildings and the street. In part through adopting mixed-use zoning, as Kitchener is doing in several corridors, these streets could be made attractive for people and could encourage modes of transportation other than the car. Further reading: City of Kitchener: Mixed-Use Corridors | Mike Gagnon:
yes | Angela Vieth:
No response. |